Dump-car.



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v DUMP GAR. APPLICATION FILED APR.20, 1907. RENE WED OOT. 20, 1909.

Patented May 16, 1911."

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YOST. DUMP GAB.-

' APPLIQATION FILED APBJO, 1907. RENEWED OCT. 20, 1909.

992,625, PatentedMay 16, 1911.

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DUMP GAB. APPLICATION 11.31) 11.20, 1901. nnnnwnn 001220, 1900.

Patented may 16, 1911-.

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w. yosTi DUMP OAR. LPPLIOA'IION FILED APR. 20, 1907. RENEWED OUT. 20,1909;

PatentedMa 16, 1911.

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UNITED STATES PATENT OFFICE.

WINFIELD YOST, OF MONTREAL, QUEBEC, CANADA, ASSIGNOR TO NATIONAL DUMPCAR COMPANY, .A. CORPORATION OF MAINE.

DUMP-CAR.

Specification of Letters Patent.

Patented May 16, 1911.

Application filed April 20, 1907, Serial No. 369,289. Renewed October20, 1909. Serial No. 523,703.

To all whom it may concern.

Be it known that I, VVINFIELD Yos a citizen of the United States,residing at Montreal, in the Province of Quebec, Dominion of Canada,have invented certain new and useful Improvements in Dump-Cars, of whichthe following is a specification.

My invention relates to dump cars, especially to that type of carprovided with dumping doors in its bottom; and has for its object toprovide this type of car with an improved door operating mechanism andwith other improvements hereinafter set forth.

My invention consists in the details and combinations hereinafterdescribed and claimed.

In the accompanying drawingsFigure l is a side elevation of a portion ofa dumpcar embodying my invention. Fig. 2 is an end view thereof. Fig. 3is a transverse sectional view, showing at the left a section of the carnear the center thereof and at the right a section of the car at theintermediate cross beam. Fig. 4: is a top plan view of aportion of theunderframe, partly in section. Fig. 5 is a detail showing a portion ofthe operating mechanism. Fig. 6 is a section on the line 6 of Fig. 5.Fig. 7 is a section on the line 7 of Fig. 5. I

In the drawings,1 indicates the metallic center sills of the car, whichmay be of any desired form. I have shown these sills as composed oflongitudinal plates provided with angle bars extending along the upperand lower edges thereof connected by suitable top and bottom plates toform a box girder.

2 indicates the transverse members of the underframe provided alongtheir lower edges with angle irons 3 and on their upper edges with angleirons 4, these cross beams being suitably connected to the center sill.

5 indicates one of the dumping doors, these doors composingsubstantially the entire bottom of the car. These doors are providedalongtheir front and rear edges with angle brace members 6 and arehinged at 7 to the center sill. Attached to the under side of the dooris an inclined track 8 and attached to the underframe of the car is aninclined track 9, this track being connected as shown either to a gussetplate 10 connecting the side stakes to a transverse member of theunderframe and projecting below the underframe-as shown at the left inFig. 3or to the underframe by means of a depending plate 11. It will benoted that the plate 10 forms a connection between the cross tie andside stake, and a gusset for the ends of the cross tie firmly bracingand supporting the parts atthis point. Mounted upon the track 9 is ashaft 12 extending longitudinally of the car. The gusset plates 10 notonly serve as a connection between the upper and lower cords of thecross members and the side stake, but also serve as stops for the innerends of the shafts 12. It will I be understood of course that in cars ofthis type half of the doors are operated from each end of the car, eachshaft 12 extending inward from the end of the car to a point adjacentthe center thereof. The gusset 10 projects downward sufliciently toprevent longitudinal movement of the shafts 12, as particularlyillustrated at the left-hand of Fig. 3 adjacent the upper part of thesupporting track 9. olined track on the under side of the door rests, sothat as the shaft is moved upon the track 9 the door is opened andclosed, de-

Upon this shaft the inpending upon the direction of movement of V theshaft. This combination of the inclined tracks and themovable shaft foroperating the dumping door is not new with me, but is a well-knownmethod ofoperating such dumping doors used in cars of the National?type. I

The shaft 12 is squared at its outer end and carries thereon the tworatchet wheels 21, 22 having the collars 21 and 22 respectively. Thesecollars are placed in proximity the one to the other and form a slidingsurface for the operating lever 15, said lever being loosely mounted onthese collars. A pawl 33 pivoted on the lever engages the ratchet wheel21 to operate the shaft as the lever is moved back and forth in a mannerlocking operation of the shaft. In order to secure the shaft in itsupper position, as well as to hold it at any intermediate point duringthe closing of the door, I provide upon the end of the shaft a secondratchet wheel 22 fixed thereto. Mounted also upon the end of the shaftis a plate 17 through which the shaft passes and at the opposite end ofthis plate 17 is a plate 18 of a general U-shape surrounding the plate17. The bolt 34 passes through the plate 17 as well as the U-shapedplate and upon this bolt 34 between the legs of the U-shaped plate ismounted a roller 35 which travels upon the track 9. A plate 23 ismounted adjacent one end of the supporting shaft, and a bent plate 19having an upwardly extending vertical portion 20 is connected to thisplate 23, the end of the shaft passing also through this verticalportion.

It will now be seen that the plate 17, together with the plates 18 and19, forms a stirrup traveling upon the track 9, the shaft and the roller34 forming a rolling support for this stirrup. It will also be seen thatthe ratchet wheels upon the shaft are carried in this stirrup at one endthereof, while a detent pawl 4 pivoted to the upper leg of the U-shapedplate 18 is carried at the other end thereof. This detent pawl 4 acts asa detent to prevent the backward movement of the shaft when the latteris being rotated in a direction to close the door. When the door isclosed it is desirable to provide some means, for holding the detentpawl in looking engagement with its ratchet wheel 22. For this purpose Iprovide upon the operating lever 15 a projection 24 adapted to engagethe pawl 4 when the doors are in closed position, as shown in Fig. 2. Itwill thus be seen that it is impossible to release the pawl 4 fromengagement with the ratchet wheel until the lever 15 has first beenraised away to approximately a vertical position.

The stirrup extending from the outside of the ratchet wheels to theinside of the rail and traveling upon the rail serves as a guide toprevent longitudinal movement of the shaft and also serves to keep theratchets in positive relation to each other.

The end sill of my car comprises a plate 25 bent outwardly at itscentral point, this plate being provided along its upper edge with anangle bar 26 riveted to the plate 25 and along its inner upper edgeswith angle bars 32 on each side of the center sill. Gusset plates 31connect the end sill to the center sill, these plates 31 being rivetedto the angle bars 32 and to the center sill, respectively. This forms avery strong and secure arrangement at the end sill and prevents the huekling of the end sill and also prevents the draft sills from spreadingor buckling. At the corners of the car I provide a gusset plate 27,extending down beyond the floor line, this gusset plate being suitablyconnected to the end sill by angle pieces 28 on the exterior and bychannel pieces 29 on the interior of the end sill, and to this gussetplate 27 is attached the push pole pocket 38, this push pole pocketbeing also attached to the bottom angle 39 of the side girder, wherebythe strain of the corner is thrown upon the side girder direct.

I11 order to insure the rotation of the operating shaft, I providechains 13 and 14, the chains 14 being wound upon the shaft when thelatter is in closed position while the chain 13 is unwound. As the shaftrotates the chain 13 is wound and the chain 14 unwound. This arrangementof chains is the same as shown in the United States Patent to Hart &Malt-by No. 780,747.

It will be seen that I have provided a car with a very simple andeflicient operating mechanism in which the operating shaft is guided,longitudinal movement thereof prevented, and in which the various partsof the car are strengthened to resist the shocks and strains incident toservice. It is believed that the operation of my car may be understoodwithout further description.

I claim:

1. In a car of the class described, a floor comprising hinged dumpingdoors, a track beneath said doors, a shaft movable upon said track tosupport and operate said doors, operating means for said shaft, astirrup mounted upon said shaft andhaving a part engaging said track,and a detent carried by said stirrup and cooperating with the shaft.

2. A car of the class described, having a floor comprising hingeddumping doors, a movable shaft mounted in the underframe of the car forsupporting and operating the doors, operating means mounted upon the endof the shaft, a stirrup also mounted on the end of the shaft andengaging the track, and a detent carried by the stirrup and cooperatingwith the shaft to control the shaft during its door closing movement.

3. A car of the class described, having a floor comprising hingeddumping doors, a movable shaft mounted in the underframe of the car forsupporting and operating the doors, operating means mounted upon theshaft, a detent in cotiperative relation with the shaft for controllingthe shaft in its up ward movement, and a locking device on the operatingmeans engaging the detent in one position of the operating means.

4. A car of the class described, having a floor comprising hingeddumping doors, a movable shaft mounted in the underframe of the car forsupporting and operating the doors, ratchets mounted upon the end of theshaft, an operating lever also mounted on the end of the shaft incooperative relation with one of the ratehets, a detent in cooperativerelation with the other ratchet, and a projectionv on the lever engagingthe detent in one position of the lever.

5. A railway car having its side girder comprising a bottom angle barextending beyond the end of the side girder, and a gusset plateconnected to the side girder and to the extension of the angle bar, saidgusset plate extending below the side of the car and being connected tothe end sill.

6. A railway car having its side girder comprising a bottom angle barextending beyond the end of the side girder, a gusset plate connected tothe side girder and to the extension of the angle bar, said gusset plateextending below the side of the car and being connected to the end sill,and a push pole pocket connected to the lower end of the gusset plateand to the angle bar extension of the side girder.

7 L A railway car having the lower member of its sideextending beyondthe end of the side, a depending plate connected to the extension of theside, and a push pole pocket connected to the plate and to the extensionof the side.

8. An operating device for hinged doors of dump cars, comprising atraveling shaft, operating mechanism upon the end of the shaftcomprising ratchet wheels, a track upon which the shaft travels, and astirrup upon the end of the shaft embracing the ratchet wheels andengaging the track to guide the operating devices and to preserve theratchet wheels in positive relation to each other.

9. In a railway car side stakes, transverse sills, each transverse sillcomprising upper and lower chords, and gusset plates secured to saidside stakes and upper and lower chords and forming the connectionbetween said chords.

10. In a dump car, a center sill, cross members, side stakes, a floorprovided with dump doors, tracks beneath the floor level, reciprocatingshafts supported on said tracks and extending inwardly from the ends ofthe car to points adjacent the center thereof, gusset plates secured tothe middle side stakes and cross members, said gusset plates affordingsupport for the central tracks and forming stops for the ends of saidreciprocating shafts.

11. In a dump car, a center sill, cross members, side stakes, a floorprovided with dump doors, tracks beneath the floor level, reciprocatingshafts supported on said tracks and extending inwardly from the ends ofthe car to points adjacent the center thereof, gusset plates secured tothe middle side stakes and cross members, said gusset plates extendingbelow said cross members and affording support for the central tracksand forming stops for the ends of said reciprocating shafts.

12. In a railway car, a side wall, an end wall, a gusset plate securedto the side wall and end sill and depending below the car side, and apush pole pocket secured to the depending part of said gusset plate.

13. In a dump car, a rotary operating shaft, a detent ratchet and apower ratchet non-rotatably engaging said shaft, and a U-shaped stirrupengaging said shaft outside of said ratchets and serving to hold them infixed relation to each other.

WINFIELD YOST.

Witnesses:

ROBERT M. ZIMMERMAN,

O. W. MEISSNER.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, I). G.

